Lenticular airship and associated controls

ABSTRACT

A system for controlling yaw associated with an airship may include one or more vertical control surfaces associated with the airship, a first power source and a second power source, each configured to provide a thrust associated with the airship, and a yaw control configured to receive an input indicative of a desired yaw angle. The system may further include a controller communicatively connected to the yaw control, the one or more vertical control surfaces, and the first and second power sources. The controller may be configured to receive an output signal from the yaw control corresponding to the desired yaw angle and to generate a control signal configured to modify a state associated with at least one of the one or more vertical control surfaces, the first power source, and the second power source, such that the airship substantially attains the desired yaw angle.

RELATED APPLICATIONS

This application claims priority under 35 U.S.C. §119 to U.S.Provisional Application No. 60/935,383, filed Aug. 9, 2007, the subjectmatter of which is hereby incorporated by reference.

In addition, this application is related to U.S. patent application Ser.No. 11/907,883, entitled “Lenticular Airship,” filed Oct. 18, 2007, andpublished as U.S. Patent Pub. No. 2008/0179454, the subject matter ofwhich is hereby incorporated by reference.

TECHNICAL FIELD

The disclosure is related to lenticular airships. In particular, thedisclosure relates to an airship and associated controls for providingenhanced maneuverability and operability.

BACKGROUND INFORMATION

Aerostatic lighter-than-air airships have seen substantial use since1783 following the first successful manned flight of the Montgolfierbrothers' hot air balloon. Numerous improvements have been made sincethat time, but the design and concept of manned hot air balloons remainssubstantially similar. Such designs may include a gondola for carryingan operator and passengers, a heating device (e.g., a propane torch),and a large envelope or bag affixed to the gondola and configured to befilled with air. The operator may then utilize the heating device toheat the air until the buoyant forces of the heated air exert sufficientforce on the envelope to lift the balloon and an attached gondola.Navigation of such an airship has proven to be difficult, mainly due towind currents and lack of propulsion units for directing the balloon.

To improve on the concept of lighter-than-air flight, somelighter-than-air airships have evolved to include propulsion units,navigational instruments, and flight controls. Such additions may enablean operator of such an airship to direct the thrust of the propulsionunits in such a direction as to cause the airship to proceed as desired.Airships utilizing propulsion units and navigational instrumentstypically do not use hot air as a lifting gas (although hot air may beused), with many operators instead preferring lighter-than-air liftinggases such as hydrogen and helium. These airships may also include anenvelope for retaining the lighter-than-air gas, a crew area, and acargo area, among other things. The airships are typically streamlinedin a blimp- or zeppelin-like shape (also known as “cigar” shaped),which, while providing reduced drag, may subject the airship to adverseaeronautic effects (e.g., weather cocking and reduced maneuverability).

Airships other than traditional hot air balloons may be divided intoseveral classes of construction: rigid, semi-rigid, non-rigid, andhybrid type. Rigid airships typically possess rigid frames containingmultiple, non-pressurized gas cells or balloons to provide lift. Suchairships generally do not depend on internal pressure of the gas cellsto maintain their shape. Semi-rigid airships generally utilize somepressure within a gas envelope to maintain their shape, but may alsohave frames along a lower portion of the envelope for purposes ofdistributing suspension loads into the envelope and for allowing lowerenvelope pressures, among other things. Non-rigid airships typicallyutilize a pressure level in excess of the surrounding air pressure inorder to retain their shape, and any load associated with cargo carryingdevices is supported by the gas envelope and associated fabric. Thecommonly used blimp is an example of a non-rigid airship.

Hybrid airships may incorporate elements from other airship types, suchas a frame for supporting loads and an envelope utilizing pressureassociated with a lifting gas to maintain its shape. Hybrid airshipsalso may combine characteristics of heavier-than-air airship (e.g.,airplanes and helicopters) and lighter-than-air technology to generateadditional lift and stability. It should be noted that many airships,when fully loaded with cargo and fuel, may be heavier than air and thusmay use their propulsion system and shape to generate aerodynamic liftnecessary to stay aloft. However, in the case of a hybrid airship, theweight of the airship and cargo may be substantially compensated for bylift generated by forces associated with a lifting gas such as, forexample, helium. These forces may be exerted on the envelope, whilesupplementary lift may result from aerodynamic lift forces associatedwith the hull.

A lift force (i.e., buoyancy) associated with a lighter-than-air gas maydepend on numerous factors, including ambient pressure and temperature,among other things. For example, at sea level, approximately one cubicmeter of helium may balance approximately a mass of one kilogram.Therefore, an airship may include a correspondingly large envelope withwhich to maintain sufficient lifting gas to lift the mass of theairship. Airships configured for lifting heavy cargo may utilize anenvelope sized as desired for the load to be lifted.

Hull design and streamlining of airships may provide additional liftonce the airship is underway. For example, a lenticular airship may havea discus-like shape in circular planform where the diameter may begreater than an associated height. Therefore, the weight of an airshipmay be compensated by the aerodynamic lift of the hull and the forcesassociated with the lifting gas including, for example, helium.

However, a lighter-than-air airship may present unique problemsassociated with aerodynamic stability, based on susceptibility toadverse aerodynamic forces. For example, traditional airships maytypically exhibit low aerodynamic stability in the pitch axis.Lenticular shaped bodies may be aerodynamically less stable than eitherspherical or ellipsoidal shaped bodies. For example, the boundary layerairflow around the body may separate and create significant turbulenceat locations well forward of the trailing edge. Therefore, systems andmethods enhancing aerodynamic stability may be desirable.

Further, increasing flight controllability may be another challengingbut important aspect for lighter-than-air airship design. For example,the airship may be lifted by thrust forces generated byvertically-directed propulsion engines, and may move forward orbackwards powered by thrust forces generated by horizontally-directedpropulsion engines. In traditional airship flight control systems,however, propeller pitch has not been variably adjustable. Therefore,the operator of such airships could not control a pitch angle and/or alift force, among other things, associated with the airship throughadjustment of propeller pitch. Further, vertically- andhorizontally-directed propulsion engines have been separatelycontrolled, without provision for coordination of these engines withhorizontal and vertical stabilizer systems. Therefore, traditionalairship controls have not provided maneuverability and response desiredby operators. In addition, the operator may wish to know certainflight-related parameters during the flight without having to look awayfrom the view ahead of the airship, to provide more effective controlinput. For example, the operator may desire an indication of theattitude of the airship to be viewable directly in line of sight (LoS)through a gondola canopy before providing pitch/roll control inputs tothe airship. Accordingly, systems and methods for enhancing flightcontrollability including but not limited to, airship pitch and yawcontrol, coordination of one or more control systems, and/or indicationof certain airship status parameters, may be desirable.

The present disclosure may be directed to addressing one or more of thedesires discussed above utilizing various exemplary embodiments of anairship.

SUMMARY OF THE DISCLOSURE

In one aspect, the present disclosure is directed to a system forcontrolling yaw associated with an airship. The system may include oneor more vertical control surfaces associated with an airship, a firstpower source and a second power source, each configured to provide athrust associated with an airship, and a yaw control configured toreceive an input indicative of a desired yaw angle. The system mayfurther include a controller communicatively connected to the yawcontrol, the one or more vertical control surfaces, and the first andsecond power sources. The controller may be configured to receive anoutput signal from the yaw control corresponding to the desired yawangle. The controller may be further configured to generate a controlsignal configured to modify a state associated with at least one of theone or more vertical control surfaces, the first power source, and thesecond power source, such that the airship substantially attains thedesired yaw angle.

In another aspect, the present disclosure is directed to a method forcontrolling yaw associated with an airship including a first powersource, a second power source, and a vertical control surface. Themethod may include receiving a signal indicative of a desired yaw anglefor the airship and determining an operational state associated with thefirst power source, the second power source, and the vertical controlsurface. The method may further include modifying the operational stateassociated with the first power source, the second power source, and thevertical control surface to cause airship to attain the desired yawangle.

In yet another aspect, the present disclosure is directed to a systemfor controlling yaw associated with a lenticular airship defining aperiphery and a nose. The system may include a vertical control surfaceassociated with an empennage of the lenticular airship, a first powersource located on the periphery of the lenticular airship at a position120 degrees from the nose and configured to provide a thrust associatedwith the lenticular airship, and a second power source located on theperiphery of the lenticular airship at a position negative 120 degreesfrom the nose and configured to provide a thrust associated with thelenticular airship. The system may further include a pedal actuated yawcontrol configured to receive an input indicative of a desired yawangle. The system may also include a controller communicativelyconnected to the yaw control, the vertical control surface, and thefirst and second power sources. The controller may be configured toreceive an output signal from the yaw control corresponding to thedesired yaw angle. The controller may be further configured to generatea control signal configured to modify a state associated with at leastone of the one or more vertical control surfaces, the first powersource, and the second power source, such that the lenticular airshipsubstantially attains the desired yaw angle.

According to a further aspect, the present disclosure is directed to asystem for controlling a flight parameter associated with an airship.The system may include a frame, and a support structure slidably mountedto the frame and configured to provide support to an airship control anda slider output signal indicative of an offset of the support structurefrom a predetermined neutral position of the frame. The system mayfurther include a processor communicatively connected to the frame, thesupport structure, and airship control. The processor may be configuredto receive the slider output signal, wherein the processor is configuredto generate a control signal for modifying the flight parameter based onthe slider output signal.

According to a further aspect, the present disclosure is directed to amethod for controlling at least one parameter associated with anairship. The method may include sliding a support structure upon aframe, the support structure being configured to provide a slider outputsignal indicative of an offset of the support structure from apredetermined neutral position and including a control. The method mayfurther include receiving the slider output signal at a controller, andgenerating a control signal based on the slider output signal; andmodifying a flight parameter associated with the airship via the controlsignal.

In yet another aspect, the present disclosure is directed to a systemfor controlling a propeller pitch associated with each of three or morepropulsion assemblies associated with an airship. The system may includea control configured to receive an input from an operator indicative ofa desired lift force. The system may further include a processorconfigured to receive a signal indicative of the desired lift force fromthe control and generate an output signal for causing a substantiallysimilar modification to operation of each of the three or morepropulsion assemblies, such that the desired lift force is substantiallyapplied to the airship.

In yet another aspect, the present disclosure is directed to a methodfor controlling propeller pitch related to three or more propulsionassemblies associated with an airship. The method may include receivingan input from an operator indicative of a desired lift force, andmodifying operation of the three or more propulsion assemblies, suchthat the desired lift force is substantially applied to the airship.

In yet another aspect, the present disclosure is directed to a systemfor controlling a lift force associated with an airship. The system mayinclude three propulsion assemblies, each propulsion assembly includinga variable pitch propeller, and a control configured to receive an inputfrom an operator indicative of a desired lift force. The system mayfurther include a processor communicatively connected to the threepropulsion assemblies and the control. The processor may be configuredto receive a signal indicative of the desired lift force from thecontrol, and transmit a control signal to the three propulsionassemblies configured to cause each of the three propulsion assembliesto produce a substantially similar thrust vector.

In yet another aspect, the present disclosure is directed to a systemfor displaying attitude information associated with an airship. Thesystem may include a first plurality of indicators arranged along ahorizontal axis, and a second plurality of indicators arranged along avertical axis. The system may include a processor configured todetermine an attitude associated with the airship; and cause at leastone indicator of the first plurality of indicators or the secondplurality of indicators to respond based on the attitude.

In yet another aspect, the present disclosure is directed to a methodfor displaying attitude information associated with an airship. Themethod may include receiving a signal indicative of an attitudeassociated with the airship, and determining an attitude associated withthe airship based on the signal. The method may further include causingat least one indicator of a first plurality of indicators and a secondplurality of indicators to respond according to the attitude.

In yet another aspect, the present disclosure is directed to a systemfor displaying attitude information associated with an airship. Thesystem may include a sensor configured to sense an attitude associatedwith the airship and generate a corresponding sensor output, and asubstantially transparent display. The system may further include afirst plurality of indicators arranged along a horizontal axis of thedisplay, and a second plurality of indicators arranged along a verticalaxis of the display. The system may also include a processor configuredto determine an attitude associated with the airship based on the sensoroutput, and cause at least one indicator of the first plurality ofindicators or the second plurality of indicators to light according tothe attitude.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective schematic view of an exemplary embodiment of alenticular airship (LA);

FIG. 2 is a schematic view highlighting an exemplary empennage and itsexemplary horizontal control surfaces and vertical control surfaces;

FIG. 3A is a schematic, partial perspective view of an exemplaryembodiment of a vertical propulsion assembly;

FIG. 3B is a schematic, partial perspective view of an exemplaryembodiment of a thrust propulsion assembly;

FIG. 4A is a schematic, plan, bottom-side view of an exemplaryembodiment of an arrangement of propulsion systems associated with anexemplary LA;

FIG. 4B is a schematic, plan, bottom-side view of another exemplaryembodiment of an arrangement of propulsion systems associated with anexemplary LA;

FIG. 5A is a schematic, partial perspective view of an exemplary gondolaassociated with an exemplary LA, showing an exemplary slider control andan exemplary collective pitch control;

FIG. 5B is another schematic, partial perspective view of an exemplarygondola associated with an exemplary LA, showing an exemplary slidercontrol and an exemplary collective pitch control;

FIG. 5C is another schematic, partial perspective view of an exemplarygondola associated with an exemplary LA, showing an exemplary slidercontrol, an exemplary yaw control, and an exemplary attitude indicator;

FIG. 6 is a schematic, front-side view of an exemplary embodiment of anattitude indicator;

FIG. 7 is a block diagram of an exemplary embodiment of a flightcomputer;

FIG. 8 is a block diagram depicting an exemplary embodiment of a methodfor controlling yaw associated with an airship;

FIG. 9 is a block diagram depicting an exemplary embodiment of a methodfor controlling at least one parameter associated with an airship;

FIG. 10 is a block diagram depicting an exemplary embodiment of a methodfor controlling propeller pitch related to three or more propulsionassemblies associated with an airship; and

FIG. 11 is a block diagram depicting an exemplary embodiment of a methodfor displaying attitude information associated with an airship.

DETAILED DESCRIPTION

FIG. 1 illustrates one exemplary embodiment of a lenticular airship (LA)10. LA 10 may be configured for vertical take-off and landing (VTOL) aswell as navigation in three dimensions (e.g., X, Y, and Z planes). Tofacilitate such a flight, LA 10 may include a support structure 20, ahull 22, an empennage assembly 25, rear landing gear assemblies 377, apropulsion system including propulsion assemblies 31, a gondola 35, oneor more computers 600 (see, e.g., FIG. 7), and/or a front landing gearassembly 777. Throughout this discussion of various embodiments, theterms “airship” and “lenticular airship” may be used interchangeably torefer to various embodiments of LA 10. Further, the terms “front” and/or“fore” may be used to refer to areas within a hemisphere section of LA10 closest to forward travel, and the term “rear” and/or “aft” may beused to refer to areas within a hemisphere section of LA 10 closest tothe opposite direction of travel. Moreover, the term “tail” may be usedto refer to a rear most point associated with hull 22, while the term“nose” may be used to refer to the forward most point within the frontsection of hull 22.

Support structure 20 may be configured to define a shape associated withLA 10, while providing support to numerous systems associated with LA10. Such systems may include, for example, hull 22, gondola 35, a cargocompartment (not shown), and/or propulsion assemblies 31. Supportstructure 20 may be defined by one or more frame members interconnectedto form a desired shape. For example, according to some embodiments,frame members at the bottom part of support structure 20 may form abisected “H” configuration of built up graphite composite beams. Forexample, the frame members may be an assembly of 3-ply graphite fabriclayers applied at 60 degree angles between each ply. These frame membersmay join with a similarly constructed rigid ring that defines the outercircumference of LA 10. The ring may be composed of a plurality of laidup composite structures that are joined together with a channel-shapedcomposite stiffener. Such an arrangement of the beams and the rigid ringframe may work together to carry static and dynamic loads in bothcompression and tension.

To maximize a lifting capacity associated with LA 10, it may bedesirable to design and fabricate support structure 20 such that weightassociated with support structure 20 is reduced or minimized whilestrength, and therefore resistance to aerodynamic forces, for example,is increased or maximized. In other words, maximizing astrength-to-weight ratio associated with support structure 20 mayprovide a more desirable configuration for LA 10. For example, one ormore frame members may be constructed from light weight, but highstrength, materials including, for example, a substantially carbon-basedmaterial (e.g., carbon fiber) and/or aluminum, among other things.

According to some embodiments, one or more frame members may beconstructed, to include a carbon fiber/resin composite andhoneycomb-carbon sandwich. The honeycomb-carbon sandwich may furtherinclude a carbon mousse or foam type material. In such an embodiment,individual frame members associated with support structure 20 may befabricated in an appropriate size and shape for assembly within supportstructure 20. Such construction may lead to a desirablestrength-to-weight ratio for support structure 20. In some embodiments,it may be desirable to fabricate support structure 20 such that anassociated mass is less than, for example, 200 kilograms.

Hull 22 may include multiple layers/envelopes and/or may be of asemi-rigid construction. Further, hull 22 may be substantially oblatespheroid, or “lenticular” in shape. For example, the dimensions of anoblate spheroid shape may be approximately described by therepresentation A=B>C, where A is a length dimension (e.g., along rollaxis 5); B is a width dimension (e.g., along pitch axis 6); and C is aheight dimension (e.g., along yaw axis 7) of an object. In other words,an oblate spheroid may have an apparently circular planform with aheight (e.g., a polar diameter) less than the diameter of the circularplanform (e.g., an equatorial diameter). For example, according to someembodiments, hull 22 may include dimensions as follows: A=21 meters;B=21 meters; and C=7 meters. Dimensions associated with hull 22 may alsodefine, at least in part, a volume of lighter-than-air gas that may beretained within hull 22. For example, using the dimensions given abovefor hull 22, an uncompressed internal volume associated with hull 22 maybe approximately 1275 cubic meters. Note that these dimensions areexemplary only and larger or smaller dimensions may be implementedwithout departing from the scope of the present inventions. For example,hull 22 may include dimensions as follows, A=105 meters; B=105 meters,and C=35 meters.

Hull 22 may be configured to retain a volume of lighter-than-air gas andmay be fabricated such that, upon retention of the volume of gas, asubstantially lenticular and/or oblate spheroid shape results.Therefore, hull 22 may include a first envelope sewn or otherwiseassembled of fabric or material configured to retain a lighter-than-airgas and/or having a circular planform with a maximum thickness less thanthe diameter of the circular planform. In some embodiments, the firstenvelope may be fabricated from materials including, for example,aluminized plastic, polyurethane, polyester, laminated latex, and anyother material suitable for retaining a lighter-than-air gas. The firstenvelope may be fabricated from one or more polyester sheets and may besewn or otherwise shaped such that retention of a volume oflighter-than-air gas causes first envelope 282 to assume the shape of anoblate spheroid.

The first envelope associated with hull 22 may be configured to befastened to support structure 20 such that support structure 20 mayprovide support to hull 22. For example, the first envelope may beattached to the rim of the composite load ring to provide a continuousand smooth attachment of the upper fabric skin to LA 10. Such a designmay eliminate stress concentrations caused by asymmetrical upward forcesfrequently encountered in conventional airship designs. In someembodiments, the fabric seams on LA 10 may run radially from the centerof the helium dome to the rigid rim so that the seams can carry loadsalong their length.

Lighter-than-air lifting gasses for use within the first envelope ofhull 22 may include, for example, helium, hydrogen, methane, andammonia, among others. The lift force potential of a lighter-than-airgas may depend on the density of the gas relative to the density of thesurrounding air or other fluid (e.g., water). For example, the densityof helium at 0 degrees Celsius and 101.325 kilo-Pascals may beapproximately 0.1786 grams/liter, while the density of air at 0 degreesC. and 101.325 kilo-Pascals may be approximately 1.29 g/L. Based on thelighter-than-air gas chosen, an internal volume of the first envelopeassociated with hull 22 may be selected such that a desired amount oflift force is generated by a volume of lighter-than-air gas.

According to some embodiments, the first envelope associated with hull22 may be divided by a series of “walls” or dividing structures (notshown). These walls may create separated “compartments” that may each befilled individually with a lighter-than-air lifting gas. Such aconfiguration may mitigate the consequences of the failure of one ormore compartments (e.g., a leak or tear in the fabric) such that LA 10may still possess some aerostatic lift upon failure of one or morecompartments. In some embodiments, each compartment may be in fluidcommunication with at least one other compartment, and such walls may befabricated from materials similar to those used in fabrication of thefirst envelope, or, alternatively (or in addition), different materialsmay be used. For example, the “walls” may be constructed by a materialthat is sufficiently porous to allow the gas to slowly migrate betweenthe separate cells to maintain an equal pressure.

One or more of the compartments within the first envelope may includeone or more fill and/or relief valves (not shown) configured to allowfilling of the first envelope, which may result in minimizing the riskof over-inflation of the first envelope. Such valves may be designed toallow entry of a lighter-than-air gas as well as allowing a flow oflighter-than-air gas to flow out of the first envelope upon an internalpressure reaching a predetermined value (e.g., about 150 to about 400Pascals).

In addition to aerostatic lift generated by retention of alighter-than-air gas, hull 22 may be configured to generate at leastsome aerodynamic lift when placed in an airflow (e.g., LA 10 in motionand/or wind moving around hull 22) based on an associated angle ofattack and airflow velocity relative to LA 10. For example, hull 22 mayinclude a second envelope configured to conform substantially to a shapeassociated with the first envelope. The second envelope associated withhull 22 may, for example, substantially surround both top and bottomsurfaces of the first envelope, or alternatively, the second envelopemay be formed by two or more pieces of material, each substantiallycovering only a portion of the top and/or bottom surface of hull 22. Forexample, according to some embodiments, the second envelope may closelyresemble the first envelope, but contain a slightly larger volume, suchthat the second envelope may substantially surround support structure 20and the first envelope associated with hull 22.

The second envelope may include canvass, vinyl, and/or other suitablematerial that may be sewn or otherwise crafted into a suitable shape,which may possess a desired resistance to external stresses (e.g.,tears, aerodynamic forces, etc.). In some embodiments, the secondenvelope may include a low drag and/or low weight fabric such as, forexample, polyester, polyurethane, and/or DuPont™ Tedlar®, having athermo plastic coating.

In addition to providing aerodynamic lift force transfer to supportstructure 20 and potential tear resistance, upon installation of thesecond envelope, a space may be created between the first envelope andthe second envelope, which may be utilized as a ballonet for LA 10. Forexample, a ballonet may be used to compensate for differences inpressure between a lifting gas within the first envelope and the ambientair surrounding LA 10, as well as for the ballasting of an airship. Theballonet may therefore allow hull 22 to maintain its shape when ambientair pressure increases (e.g., when LA 10 descends). Pressurecompensation may be accomplished, for example, by pumping air into, orventing air out of, the ballonet as LA 10 ascends and descends,respectively. Such pumping and venting of air may be accomplished viaair pumps, vent tabs, or other suitable devices (e.g., action of thepropulsion system 30) associated with hull 22.

FIG. 1 further illustrates various axes relative to the exemplary LA 10for reference purposes. LA 10 may define a roll axis 5, a pitch axis 6,and a yaw axis 7. Roll axis 5 of LA 10 may correspond with an imaginaryline running through hull 22 in a direction from, for example, empennageassembly 25 to gondola 35. Yaw axis 7 of LA 10 may correspond with animaginary line running perpendicular to roll axis 5 through hull 22 in adirection from, for example, a bottom surface of hull 22 to a topsurface of hull 22. Pitch axis 6 may correspond to an imaginary linerunning perpendicular to both yaw and roll axes, such that pitch axis 6runs through hull 22 from one side of LA 10 to the other side of LA 10.“Roll axis” and “X axis;” “pitch axis” and “Y axis;” and “yaw axis” and“Z axis” may be used interchangeably throughout this discussion to referto the various axes associated with LA 10. One of ordinary skill in theart will recognize that the terms described in this paragraph areexemplary only and not intended to be limiting.

Yaw and pitch controls of LA 10 may determine the vertical andhorizontal directions of propulsion, and ultimately determine the flightdirection of LA 10.

FIG. 2 illustrates an exemplary empennage assembly 25. Empennageassembly 25 may be configured to provide stabilization and/or navigationfunctionality to LA 10. Empennage assembly 25 may be operativelyconnected to support structure 20 (see FIG. 1) via brackets, mounts,and/or other suitable methods. For example, in some embodiments,empennage 25 may be mounted to a keel hoop 120, and a longitudinalsupport member 124 associated with support structure 20, utilizingempennage mount 345. As shown in FIG. 2, keel hoop 120 may be asubstantially circular peripheral beam associated with support structure20. Keel hoop 120 may include one or more frame sections with a definedradius of curvature that may be affixed to one another to form keel hoop120 of a desired radius. In some embodiments, keel hoop 120 may have adiameter of, for example, approximately 21 meters. Longitudinal framemember 124 may be configured to extend in a longitudinal direction froma fore portion of keel hoop 120 to a rear portion of keel hoop 120.Longitudinal frame member 124 may meet keel hoop 120 substantiallyorthogonally and may be aligned at substantially a midway pointassociated with keel hoop 120. In other words, viewing keel hoop 120 ina two dimensional plane, longitudinal frame member 124 may intersectkeel hoop 120 at relative positions of 0 degrees and 180 degrees. One ofordinary skill in the art will recognize that numerous other mountingconfigurations may be utilized and are intended to fall within the scopeof the present disclosure.

According to some embodiments, empennage assembly 25 may include avertical stabilizing member 310. Vertical stabilizing member 310 may beconfigured as an airfoil to provide LA 10 with stability and assistancein yaw/linear flight control. Vertical stabilizing member 310 mayinclude a leading edge, a trailing edge, a pivot assembly, one or morespars, and one or more vertical control surfaces 350 (e.g., a rudder).

Vertical stabilizing member 310 may be pivotally affixed to a point onempennage assembly 25. During operation of LA 10, vertical stabilizingmember 310 may be directed substantially upward from a mounting point ofempennage assembly 25 to support structure 20 while the upper-most pointof vertical stabilizing member 310 remains below or substantially at thesame level as the uppermost point on the top surface of hull 22. Such aconfiguration may allow vertical stabilizing member 310 to maintainisotropy associated with LA 10. Under certain conditions (e.g., free airdocking, high winds, etc.), vertical stabilizing member 310 may beconfigured to pivot about a pivot assembly within a vertical plane suchthat vertical stabilizing member 310 comes to rest in a horizontal ordownward, vertical direction, and substantially between horizontalstabilizing members 315. Such an arrangement may further enable LA 10 tomaximize isotropy relative to a vertical axis, thereby minimizing theeffects of adverse aerodynamic forces, such as wind cocking with respectto vertical stabilizing member 310. In some embodiments consistent withthe present disclosure, where hull 22 includes a thickness dimension of7 meters and where empennage assembly 25 is mounted to keel hoop 120 andlongitudinal frame member 124, vertical stabilizing member 310 may havea height dimension ranging from about 3 meters to about 4 meters.

Vertical stabilizing member 310 may include one or more spars (notshown) configured to define the planform of vertical stabilizing member310 as well as provide support for a skin associated with verticalstabilizing member 310. The one or more spars may include asubstantially carbon-based material, such as, for example, a carbonfiber honeycomb sandwich with a carbon fiber mousse. Each of the one ormore spars may have openings (e.g., circular cutouts) at variouslocations, such that weight is minimized, with minimal compromise instrength. One of ordinary skill in the art will recognize thatminimizing the number of spars used, while still ensuring desiredstructural support may allow for minimizing weight associated withvertical stabilizing member 310. Therefore, the one or more spars may bespaced along the span of vertical stabilizing member 310 at a desiredinterval configured to maximize support while minimizing weight.

A leading edge 322 may be utilized for defining an edge shape ofvertical stabilizing member 310 as well as securing the spars prior toinstallation of a skin associated with vertical stabilizing member 310.Leading edge 322 may also include a substantially carbon-based material,such as a carbon fiber honeycomb sandwich with a carbon fiber mousse.

Leading edge 322 and the one or more spars may be aligned and fastenedin place with a skin installed substantially encasing leading edge 322and spars. The skin may include, for example, canvass, polyester, nylon,thermoplastics, and/or any other suitable material. The skin may besecured using adhesives, shrink wrap methods, and/or any other suitablemethod for securing the skin to leading edge 322 and the one or morespars.

For example, in some embodiments, a canvass material may be applied overthe one or more spars and leading edge 322 then secured using anadhesive and/or other suitable fastener. The canvass material may thenbe coated with a polyurethane and/or thermoplastic material to furtherincrease strength and adhesion to the one or more spars and leading edge322.

Vertical stabilizing member 310 may also include one or more verticalcontrol surfaces 350 configured to manipulate airflow around verticalstabilizing member 310 for purposes of controlling LA 10. For example,vertical stabilizing member 310 may include a rudder configured to exerta side force on vertical stabilizing member 310 and thereby, onempennage mount 345 and hull 22. Such a side force may be used togenerate a yawing motion about yaw axis 7 of LA 10, which may be usefulfor compensating aerodynamic forces during flight. Vertical controlsurfaces 350 may be operatively connected to vertical stabilizing member310 (e.g., via hinges) and may be communicatively connected to systemsassociated with gondola 35 (e.g., yaw controls) or other suitablelocations and systems. For example, communication may be establishedmechanically (e.g., cables) and/or electronically (e.g., wires and servomotors and/or light signals) with gondola 35 or other suitable locations(e.g., remote control).

Horizontal stabilizing members 315 associated with empennage assembly 25may be configured as airfoils and may provide horizontal stability andassistance in pitch control of LA 10, among other things. Horizontalstabilizing members 315 may include a leading edge, a trailing edge, oneor more spars, and one or more horizontal control surfaces 360 (e.g.,elevators).

In some embodiments, horizontal stabilizing members 315 may be mountedon a lower side of hull 22 in an anhedral (also known as negative orinverse dihedral) configuration. In other words, horizontal stabilizingmembers 315 may extend away from vertical stabilizing member 310 at adownward angle relative to roll axis 5. The anhedral configuration ofhorizontal stabilizing members 315 may allow horizontal stabilizingmembers 315 to act as ground and landing support for a rear section ofLA 10. Alternatively, horizontal stabilizing members 315 may be mountedin a dihedral or other suitable configuration.

According to some embodiments, horizontal stabilizing members 315 may beoperatively affixed to empennage mount 345 and/or vertical stabilizingmember 310. Under certain conditions (e.g., free air docking, highwinds, etc.) horizontal stabilizing members 315 may be configured toallow vertical stabilizing member 310 to pivot within a vertical plane,such that vertical stabilizing member 310 comes to rest substantiallybetween horizontal stabilizing members 315.

In some embodiments, a span (i.e., tip-to-tip measurement) associatedwith horizontal stabilizing members 315 may be approximately 10 to 20meters across, depending on a desired size of hull 22. In someembodiments, a span associated with horizontal stabilizing members 315may be, for example, approximately 14.5 meters. One of ordinary skill inthe art will recognize that such a span may be larger or smallerdepending on characteristics of a particular embodiment. For example, aratio of hull diameter to span may be in a range of betweenapproximately 1.6:1 and 1:1.

Horizontal stabilizing members 315 may include one or more spars (notshown) configured to define the planform of horizontal stabilizingmembers 315 as well as provide support for a skin associated withhorizontal stabilizing members 315. The one or more spars may include asubstantially carbon-based material, such as a carbon fiber honeycombsandwich with a carbon fiber mousse. Each of the one or more spars mayhave openings (e.g., circular cutouts) at various locations, such thatweight is minimized with minimal compromise in strength. One of ordinaryskill in the art will recognize that minimizing the number of sparsused, while still ensuring desired structural support may allow forminimizing weight associated with horizontal stabilizing members 315.Therefore, spars may be spaced along the span of horizontal stabilizingmembers 315 at a desired interval configured to maximize support whileminimizing weight.

A leading edge 352 may be utilized for defining an edge shape ofhorizontal stabilizing members 315 as well as securing each spar priorto installation of a skin associated with horizontal stabilizing members315. Leading edge 352 may also include a substantially carbon-basedmaterial, such as a carbon fiber honeycomb sandwich with a carbon fibermousse to obtain a desirable strength-to-weight ratio. Once leading edge352 and the one or more spars have been aligned and fastened in place, askin may be installed substantially encasing leading edge 352 and theone or more spars. Skin materials may include, for example, canvass,polyester, nylon, thermoplastics, and/or any other suitable material.The skin may be secured using adhesives, shrink wrap methods, and/or anyother suitable method. For example, in some embodiments, a canvassmaterial may be applied over the one or more spars and leading edge 352and secured using an adhesive, and/or other suitable fastener. Thecanvass material may then be coated with a polyurethane and/orthermoplastic material to further increase strength and adhesion tospars and leading edge 352.

Horizontal stabilizing members 315 may also include one or morehorizontal control surfaces 360 (e.g., elevators) configured tomanipulate airflow around horizontal stabilizing members 315 toaccomplish a desired effect. For example, horizontal stabilizing members315 may include elevators configured to exert a pitching force (i.e., upor down force), and/or a rolling force on horizontal stabilizing members315. A pitching force may be used to cause motion of LA 10 about pitchaxis 6, while a rolling force may be used to cause motion of LA 10 aboutroll axis 5. Horizontal control surfaces 360 may be operativelyconnected to horizontal stabilizing members 315 (e.g., via hinges) andmay be mechanically (e.g., via cables) and/or electronically (e.g., viawires and servo motors and/or light signals) controlled from gondola 35or other suitable location (e.g., remote control).

FIGS. 3A and 3B illustrate two exemplary embodiments of propulsionassemblies 31. For example, as shown in FIG. 3A, propulsion assemblies31 may include a power source 410, a power conversion unit 415, apropulsion unit mount 430, and/or a fuel source (e.g., a tank) (notshown). Power source 410 may include, for example, electric motors,liquid fuel motors, gas turbine engines, and/or any suitable powersource configured to generate rotational power. Power source 410 mayfurther include variable-speed and/or reversible type motors that may berun in either direction (e.g., rotated clockwise or counterclockwise)and/or at varying rotational speeds based on control signals (e.g.,signals from computer 600, shown in FIG. 7). Power source 410 may bepowered by batteries, solar energy, gasoline, diesel fuel, natural gas,methane, and/or any other suitable fuel source. In some embodiments, forexample, power source 410 may include a Mini 2 and/or a Mini 3 motormanufactured by Simonini Flying, Via per Marano, 4303, 41010—SanDalmazio di Serramazzoni (MO), Italy.

According to some embodiments, propulsion assemblies 31 may include apower conversion unit 415 configured to convert the rotational energy ofpower source 410 into a thrust force suitable for acting on LA 10. Forexample, power conversion unit 415 may include an airfoil or otherdevice that when rotated may generate an airflow or thrust. For example,power conversion unit 415 may be arranged as an axial fan (e.g.,propeller), a centrifugal fan, and/or a tangential fan. Such exemplaryfan arrangements may be suited to transforming rotational energyproduced by power source 410 into a thrust force useful for manipulatingLA 10, among other things. Alternatively, where a power source such as agas turbine engine is utilized, thrust may be provided without use ofpower conversion unit 415. One of ordinary skill in the art willrecognize that numerous configurations may be utilized without departingfrom the scope of the present disclosure.

Power conversion unit 415 may be adjustable such that an angle of attackof power conversion unit 415 may be modified. This may allow formodification to thrust intensity and direction based on the angle ofattack associated with power conversion unit 415. For example, wherepower conversion unit 415 is configured as an adjustable airfoil (e.g.,variable-pitch propellers), power conversion unit 415 may be rotatedthrough 90 degrees to accomplish a complete thrust reversal. Powerconversion unit 415 may be configured with, for example, vanes, ports,and/or other devices, such that a thrust generated by power conversionunit 415 may be modified and directed in a desired direction.Alternatively (or in addition), direction of thrust associated withpower conversion unit 415 may be accomplished via manipulation ofpropulsion unit mount 430.

As shown in FIG. 3A, for example, propulsion unit mount 430 may beoperatively connected to support structure 20 (see FIG. 1) and may beconfigured to hold a power source 410 securely, such that forcesassociated with propulsion assemblies 31 may be transferred to supportstructure 20. For example, propulsion unit mount 430 may includefastening points 455 (FIGS. 3A and 3B) designed to meet with a fasteninglocation on keel hoop 120, horizontal stabilizing members 315, lateralframe member (not shown), and/or any other suitable location. Suchlocations may include structural reinforcement for assistance inresisting forces associated with propulsion assemblies 31 (e.g., thrustforces). Additionally, propulsion unit mount 430 may include a series offastening points designed to match fastening points on a particularpower source 410. One of ordinary skill in the art will recognize thatan array of fasteners may be used for securing fastening points toobtain a desired connection between propulsion unit mount 430 and afastening location.

According to some embodiments, propulsion unit mount 430 may includepivot assemblies configured to allow a rotation of propulsion assemblies31 about one or more axes (e.g., axes 465 and 470) in response to acontrol signal provided by, for example, computer 600 (see, e.g., FIG.7). Pivot assemblies may include worm gears, bevel gears, bearings,motors, and/or other devices that may facilitate controlled rotationabout one or more axes of propulsion assemblies 31. In such embodiments,an electric motor may be configured to cause rotation of an associatedworm gear and the rotation of worm gear may then cause rotation ofpropulsion mount gear, thereby rotating propulsion mount 430.

Alternatively, in some embodiments, propulsion assemblies 31 may bemounted such that minimal rotation or pivoting may be enabled (e.g.,substantially fixed) as shown in FIG. 3B. Such a configuration may beutilized for one or more of propulsion assemblies 31, as desired.

FIGS. 4A and 4B illustrate exemplary configurations (viewed from thebottom of LA 10) of a propulsion system associated with LA 10 consistentwith the present disclosure. Propulsion assemblies 31 associated with LA10 may be configured to provide a propulsive force (e.g., thrust),directed in a particular direction (i.e., a thrust vector), andconfigured to generate motion (e.g., horizontal motion and/or verticalmotion), counteract a motive force (e.g., wind forces), and/or othermanipulation of LA 10 (e.g., yaw control). For example, propulsionassemblies 31 may enable yaw, pitch, and roll control as well asproviding thrust for horizontal and vertical motion. Such functionalitymay depend on placement and power associated with propulsion assemblies31.

Functions associated with propulsion system 30 may be divided among aplurality of propulsion assemblies 31 (e.g., 5 propulsion assemblies31). For example, propulsion assemblies 31 may be utilized for providinga lift force for a vertical take-off such that the forces of thelighter-than-air gas within the first envelope of hull 22 are assistedin lifting by a thrust force associated with the propulsion assemblies31. Alternatively (or in addition), propulsion assemblies 31 may beutilized for providing a downward force for a landing maneuver such thatthe forces of the lighter-than-air gas within the first envelope of hull22 are counteracted by a thrust force associated with the propulsionassemblies 31. In addition, horizontal thrust forces may also beprovided by propulsion assemblies 31 for purposes of generatinghorizontal motion (e.g., translation with respect to the ground)associated with LA 10.

It may be desirable to utilize propulsion assemblies 31 for controllingor assisting in control of yaw, pitch, and roll associated with LA 10.In some embodiments, LA 10 may include one or more lift propulsionassemblies, such as those shown at FIG. 3A, configured to providevertical lifting thrust, and one or more horizontal propulsionassemblies, such as those shown at FIG. 3B, configured to providehorizontal propulsion thrust. These vertical and horizontal propulsionassemblies may be controlled by the operator in a coordinated manner tobalance the vertical lifting component, horizontal direction, and angleof LA 10.

For example, as shown in FIG. 4A, propulsion system 30 may include afore propulsion assembly 532 operatively affixed to a fore section ofkeel hoop 120 (see FIG. 1) and substantially parallel to and/or on rollaxis 5 of LA 10. In addition to fore propulsion assembly 532, propulsionsystem 30 may include a starboard propulsion assembly 533 operativelyaffixed to keel hoop 120 at approximately 120 degrees relative to rollaxis 5 of LA 10 and a port propulsion assembly 534 operatively affixedto keel hoop 120 at approximately negative 120 degrees (e.g., positive240 degrees) relative to roll axis 5 of LA 10. Such a configuration mayenable control of yaw, pitch, and roll associated with LA 10. Forexample, where it is desired to cause a yawing movement of LA 10, forepropulsion assembly 532 may be rotated or pivoted such that a thrustvector associated with fore propulsion assembly 532 is directed parallelto pitch axis 6 and to the right or left relative to hull 22, based onthe desired yaw. Upon operation of fore propulsion assembly 532, LA 10may be caused to yaw in reaction to the directed thrust associated withfore propulsion assembly 532.

In other exemplary embodiments, for example, where it is desired tocause a pitching motion associated with LA 10, fore propulsion assembly532 may be rotated such that a thrust force associated with forepropulsion assembly 532 may be directed parallel to yaw axis and towardthe ground (i.e., down) or toward the sky (i.e., up), based on thedesired pitch. Upon operation of fore propulsion assembly 532, LA 10 maythen be caused to pitch in reaction to the directed thrust associatedwith fore propulsion assembly 532.

According to still other embodiments, for example, where it is desiredto cause a rolling motion associated with LA 10, starboard propulsionassembly 533 may be rotated such that a thrust force associated withstarboard propulsion assembly 533 may be directed parallel to yaw axis 7and toward the ground (i.e., down) or toward the sky (i.e., up) based onthe desired roll. Additionally, or alternatively, port propulsionassembly 534 may be rotated such that a thrust force associated withport propulsion assembly 534 may be directed in a direction oppositefrom the direction of the thrust force associated with starboardpropulsion assembly 533. Upon operation of starboard propulsion assembly533 and port propulsion assembly 534, LA 10 may then be caused to rollin reaction to the directed thrusts. One of ordinary skill in the artwill recognize that similar results may be achieved using differentcombinations and rotations of propulsion assemblies 31 without departingfrom the scope of the present disclosure. Further, one of ordinary skillin the art will recognize that starboard propulsion assembly 533 andport propulsion assembly 534 may, in some embodiments, be fixed (i.e.,not rotatable) in a position so as to direct thrust substantiallyparallel to yaw axis 7.

Fore, starboard, and port propulsion assemblies 532, 533, and 534 mayalso be configured to provide thrust forces for generating forward orreverse motion of LA 10. For example, starboard propulsion unit 533 maybe mounted to propulsion mount 430 (see FIG. 3A) and configured to pivotfrom a position in which an associated thrust force is directed in adownward direction (i.e., toward the ground) to a position in which theassociated thrust force is directed substantially parallel to roll axis5 and toward the rear of LA 10. This may allow starboard propulsion unit533 to provide additional thrust to supplement thrusters. Alternatively,starboard propulsion unit 534 may be rotated from a position in which anassociated thrust force is directed substantially parallel to roll axis5 and toward the rear of LA 10, to a position where the associatedthrust force is directed along pitch axis 6 such that an adverse windforce may be counteracted.

In some embodiments, fore, starboard, and port propulsion assemblies532, 533, and 534 may be mounted high up on keel hoop 120. Such amounting structure may provide several advantages over ones that mountthe propulsion assemblies much lower. For example, it may present littlesafety concern to inadvertent injury to ground personnel or damage toground equipment. The noise levels of the propulsion assemblies asperceived inside LA 10 may be lower compared to those mounted on thesides of gondola 35. The mounting locations of port propulsionassemblies 532, 533, and 534 may also allow the propellers to operate infree stream air mostly unimpeded by the proximity of hull 22.

In addition to fore, starboard, and port propulsion assemblies 532, 533,and 534, respectively, propulsion system 30 may include one or morestarboard thrusters 541 and one or more port thruster 542 (see FIG. 4B)configured to provide horizontal thrust forces to LA 10. Starboard andport thrusters 541 and 542 may be mounted to keel hoop 120, lateralframe members (not shown), horizontal stabilizing members 315, or anyother suitable location associated with LA 10. Starboard and portthrusters 541 and 542 may be mounted using an operative propulsion unitmount 430 similar to that described above, or, alternatively, starboardand port thrusters 541 and 542 may be mounted such that minimal rotationor pivoting may be enabled (e.g., substantially fixed) as shown in FIG.3B. For example, starboard and port thrusters 541 and 542 may be mountedto keel hoop 120 at an aft location on either side of verticalstabilizing member 310 (e.g., at approximately 160 degrees and negative160 degrees, as shown in FIG. 4B). In some embodiments, starboard andport thrusters 541 and 542 may be substantially co-located withstarboard and port propulsion assemblies 533 and 534 as described above(e.g., positive 120 degrees and negative 120 degrees). In suchembodiments, propulsion unit mounts 430 associated with starboard andport propulsion assemblies 533 and 534 may include additional fasteningpoints such that propulsion unit mounts 430 associated with starboardand port thrusters 541 and 542 may be operatively connected to oneanother. Alternatively, propulsion unit mounts 430 associated withstarboard and port thrusters 541 and 542 may be operatively connected tosubstantially similar fastening points on support structure 20 asfastening points connected to propulsion unit mounts 430 associated withstarboard and port propulsion assemblies 533 and 534.

In some embodiments, thrust from starboard and port thrusters 541 and542 may be directed along a path substantially parallel to roll axis 5.Such a configuration may enable thrust forces associated with starboardand port thrusters 541 and 542 to drive LA 10 in a forward or reversedirection based on the thrust direction, as well as provide forces aboutyaw axis 7, among others. For example, starboard thruster 541 may becaused to generate a greater thrust force than port thruster 542. Uponsuch occurrence, LA 10 may be cause to rotate about yaw axis 7.Similarly, port thruster 542 may be caused to generate a greater thrustforce than starboard thruster 541, causing similar rotation about yawaxis 7.

In some embodiments, thrust from starboard and port thrusters 541 and542 may be configurable based on a position of associated propulsionunit mount 430. One of ordinary skill in the art will recognize thatadditional configurations for starboard and port thrusters 541 and 542may be utilized without departing from the scope of this disclosure.

Note that in the following disclosure, power conversion units 415 arediscussed as comprising propellers (i.e., axial fans). While the systemsand methods described herein are applicable to power conversion units415 comprising variable pitch propellers, one of skill in the art willrecognize that other power conversion units may also be implemented(e.g., centrifugal fan) without departing from the scope of the presentinvention. Any power source/power conversion unit configured to generatevariable thrust may be controlled through systems and methods of thepresent disclosure.

FIG. 5A is a schematic, partial perspective view of an exemplary gondola35 associated with LA 10. Gondola 35 may include, among other things, acomputer 600 (see, e.g., FIG. 7), one or more operator interfaces,and/or ballast (not shown). Gondola 35 may be positioned to allow thestatic equilibrium of LA 10 to be maintained. For example, gondola 35may be configured to be mounted at a location on longitudinal framemember 124 (see FIG. 1) such that a static equilibrium associated withLA 10 may be maintained. Gondola 35 may be mounted, for example, at alocation along roll axis 5, such that a moment about pitch axis 6associated with the mass of gondola 35 substantially counteracts amoment about pitch axis 6 associated with the mass of empennage assembly25. Gondola 35 may be mounted at a location along pitch axis 6 such thatno moment about roll axis 5 results from the mass of gondola 35.Alternatively, and based on factors related to aerodynamics, amongothers, moments associated with gondola 35 and empennage assembly 25about pitch axis 6 may be adjusted to provide desired aerodynamiccharacteristics. One of ordinary skill in the art will recognize thatnumerous adjustments may be made as desired without departing from thescope of the present disclosure.

Gondola 35 may seat the operator and at least one passenger, and maycarry additional items (e.g., alignment ballast). Gondola 35 may includeone or more operator interfaces configured to provide a location for anoperator or other individual to perform tasks associated with flying LA10. For example, as shown in FIG. 5A, gondola 35 may include a slidercontrol 210, a collective pitch control 221, and navigation instruments230, among other things (e.g., seating, etc.).

Slider control 210 may be mounted in a runner and may be configured tocontrol trim and to maneuver horizontally. Consistent with the currentdisclosure, a runner may be a device in or on which another componentslides or moves, such as, for example, frame 211. Collective pitchcontrol 221 may be mounted to a chassis associated with gondola 35 andbe configured to control vertical flight and lift, among other things.Slider control 210 and collective pitch control 221 may be configured toprovide an operator of LA 10 with controls enabling control of LA 10during taxiing, flight, and landing. Slider control 210 and collectivepitch control 221 may be communicatively connected to computer 600,vertical and horizontal control surfaces 350 and 360 (FIG. 2),propulsion assemblies 31, and other systems as desired (FIG. 1).Further, slider control 210 and collective pitch control 221 may receiveinputs indicative of desired navigation functions (e.g., turn, yaw,pitch, lift, etc.) from an operator and provide such inputs to computer600, vertical and/or horizontal control surfaces 350 and 360, propulsionassemblies 31, or other suitable systems configured to cause LA 10 to bemanipulated as desired by the operator.

According to some embodiments, gondola 35 may include a P1 position foran operator and a P2 position for a passenger and/or operator. Slidercontrol 210 may be positioned in the center of gondola 35 between the P1and P2 positions. Slider control 210 may include, among other things, aframe 211, a sliding support controller 212, and a joystick 213 affixedto sliding support controller 212. Frame 211 and sliding supportcontroller 212 may be configured to allow sliding of sliding supportcontroller 212 upon frame 211. In some embodiments, frame 211 may beconfigured to provide an output indicative of an offset of slidingsupport controller 212 from a predetermined neutral position. Forexample, the neutral position may be a position of sliding supportcontroller 212 that corresponds to an idle throttle associated withpropulsion assemblies 31 (e.g., starboard and port thrusters, 541 and542 (FIGS. 4A and 4B), respectively) and/or a substantially neutralpropeller pitch associated with the propulsion assemblies 31. In such anexample, upon forward or backward movement of sliding support controller212, propeller pitch and/or throttle may be adjusted for variouspropulsion assemblies 31 (e.g., starboard and port thrusters, 541 and542, respectively) to a setting configured to obtain thrust to advancein a desired direction or slow down.

Sliding support controller 212 may further include a central armrest 214slidably connected to frame 211. For example, the upper and sidesurfaces of central armrest 214 located between the P1 and P2 seats mayslide forward and backward along frame 211. Upon the sliding of centralarmrest 214, frame 211 may provide a signal to computer 600, indicatingan offset from a neutral position associated with sliding supportcontroller 212. In some embodiments, sliding support controller 212 mayinclude other support type structures (e.g., a head rest).

As shown in FIG. 5A, joystick 213 may be installed on one end of slidingsupport controller 212 located between the P1 and P2 positions. Joystick213 may move with central armrest 214 as central armrest 214 slidesforward and backward along frame 211. For example, an operator in the P1position may use his right hand to control joystick 213 and may alsoslide his right arm forward or backward to control sliding supportcontroller 212. Similarly, an operator in the P2 position may performsuch operations using his left hand and arm on joystick 213 and slidingsupport controller 212, respectively.

Among other things, slider control 210 may control a propeller pitchassociated with propulsion assemblies 31 (e.g., fore propulsion assembly532, starboard propulsion assembly 533, port propulsion assembly 534,starboard thruster 541, and port thruster 542) and/or power source powersettings (e.g., throttle). According to some embodiments, the pitch ofthe propellers associated with the propulsion assemblies 31 may becontrolled by sliding of sliding support controller 212. The slidingcontrol via slider control 210 may allow the operator to keep his handsand/or feet on the primary controls, while still enabling him to changepropulsive forces associated with LA 10 (e.g., modifying propeller pitchassociated with propulsion assemblies 31 to cause movement of LA 10forward or backward).

In some embodiments, sliding support controller 212 may have a neutralposition corresponding to throttle idle and a neutral, or substantiallyneutral, propeller pitch associated with propulsion assemblies 31. Anoffset from the neutral position associated with sliding supportcontroller 212 may correspond to a predetermined value for a controlsignal. Such values may be stored in a lookup table or other associateddata structure related to computer 600. The control signal may beconfigured to cause a modification to flight parameters associated withLA 10 based on the value. In some embodiments, the flight parameters mayinclude a velocity associated with LA 10. In such embodiments, thecontrol signal may be similar to a throttle control and be configured tocause a modification to at least one of a propeller pitch and a powersource output associated with one or more propulsion assemblies 31. Insome embodiments, the control signal may be a pitch control signal, andmay cause the modification of horizontal control surfaces 360 and/or oneor more propulsion assemblies 31 associated with LA 10 to affect amodification in position of LA 10 about pitch axis 6. The correspondenceand ratio of interaction between such components can be determined andset before each flight, or alternatively may be predetermined prior toor during construction of LA 10.

For example, sliding support controller 212 may be communicativelyconnected to a propulsion propeller pitch control system of LA 10. Uponmovement of sliding support controller 212, the offset associated withsliding support controller 212 may be communicated to the propulsionpropeller pitch control system and the propeller pitch and/or powersource power output may be changed proportionally to the amount ofoffset and the predetermined ratio. In such an example, upon movement ofsliding support controller 212, the propeller pitch may increase and/orthe throttle may open to a setting configured to obtain thrust toadvance in a desired direction. Similarly, backward movement of slidingsupport controller 212 may put the propellers into reverse pitch and/oradjust the throttle accordingly, which may allow LA 10 to slow down and,if desired, to move in a direction aft of LA 10. One of skill in the artwill recognize that the proportional control provided by slider control210 may be implemented using any number of devices, such as a digitalproportional controller.

According to some embodiments, joystick 213 may be mounted on slidingsupport controller 212. Joystick 213 may be angularly movable around afirst axis, a second axis, and any combination of positions between thefirst and second axes. For example, joystick 213 may be movedperpendicular to the first axis, perpendicular to the second axis, or atvarious angles to each axis. Movement of joystick 213 around the firstaxis may control a pitch motion of LA 10, whereas movement of joystick213 around the second axis may control a roll motion of LA 10. In otherwords, when joystick 213 is moved around the first axis, propulsionassemblies 31 may operate in conjunction with horizontal controlsurfaces 360 to cause a modification in pitch of LA 10 about pitch axis6. When joystick 213 is moved around the second axis, propulsionassemblies 31 may be actuated accordingly to cause a modification inroll of LA 10 about roll axis 5. In some embodiments, horizontal controlsurfaces 360 may also be actuated in conjunction with, or separatelyfrom, propulsion assemblies to cause a modification in roll of LA 10about roll axis 5. One of ordinary skill in the art will recognize thatvarious combinations of elements associated with LA 10 may beimplemented to cause the desired pitch and/or roll response. Inaddition, by virtue of its position on sliding support controller 212,joystick 213 may also assist in control of forward and/or backward(e.g., slowing) motions of LA 10 by controlling starboard and portthrusters 541 and 542, among other things.

FIG. 5A also shows an exemplary collective pitch control 221, which mayinclude, for example, one or more collective pitch levers 220 and lockbutton 223. Collective pitch levers 220 may be located at a left side ofthe P1 seat and/or at a right side of the P2 seat (not shown).Collective pitch control levers 220 may be cross-connected, oralternatively may operate independently.

Collective pitch control 221 may operate to substantially synchronizepitch between multiple propulsion assemblies 31. For example, collectivepitch lever 220 may be operated variably to control a propeller pitchassociated with all three peripheral power sources (i.e., forepropulsion assembly 532, starboard propulsion assembly 533, and portpropulsion assembly 534 (see FIGS. 4A and 4B)), which may therebyprovide variable, controllable lift. Such controllable lift may beuseful for achieving substantially level flight, vertical takeoff, andlanding, among others. This capability also may be provided by, amongother things, variations in the propeller pitch, power output of theperipheral power sources, and operation of one or more control surfaces.

In some embodiments, the handle of collective pitch lever 220 may beprovided with a locking mechanism to enable a “set it and forget it”type functionality. In some embodiments, such functionality may beimplemented via a twist grip facility, which may allow an operator toachieve stable level flight and then to twist the lock on to hold thecollective function at the desired degree of propeller pitch.Alternatively, locking may be accomplished via a lock button 223, suchthat upon achieving a desired position for collective pitch lever 220,lock button 223 may be depressed and collective pitch lever 220 lockedin place. Upon depressing lock button 223 a second time, collectivepitch lever 220 may be released from its position. Providing suchfunctionality may reduce operator workload and/or fatigue when there maybe little or no need to exert effort continuously on collective pitchlever 220 (e.g., in straight and level flight).

FIG. 5B is another schematic, partial perspective view of exemplarygondola 35 associated with LA 10, viewed from the P2 position. FIG. 5Bshows slider control 210 and collective pitch control 221 at the leftside of the P1 seat.

FIG. 5C is a schematic, partial perspective view of gondola 35associated with LA 10, viewed from the P1 position. FIG. 5C also showsexemplary navigation instruments 230 associated with LA 10. Navigationinstruments 230 may include analog instruments (e.g., altimeter,airspeed indicator, radios, etc.), digital instruments, and/or mayinclude one or more multi-function displays (MFD). MFDs may include anyavionics display providing displays of multiple functions, such as aprimary-function display (PFD). As is well-known to those skilled in theart, an MFD may include a CRT display, a plasma display, an LCD display,a touch sensitive display, and/or any other type of electronic displaydevice. Computer 600 may be linked to navigation instruments 230 and/orother systems associated with LA 10.

LA 10 may further include a yaw control 241 (see FIG. 5C) configured tocontrol motion about yaw axis 7 of LA 10. Yaw control 241 may beconfigured to provide a signal computer 600 which may, in turn, causepropulsion assemblies and control surfaces associated with LA 10 tooperate substantially in tandem to substantially achieve a desired yawangle about yaw axis 7. Yaw control 241 may include, for example,pivoting pedal actuators 240 and 242 in gondola 35 as shown in FIG. 5C,configured to receive an input from an operator indicative of a desiredyaw angle associated with LA 10. In some embodiments, pivoting pedalactuators 240 and 242 may be rudder pedals. One of ordinary skill in theart will recognize that the yaw control may include other suitable inputdevices, such as, for example, a yoke.

Yaw control 241, may be actuated, for example, via pivoting pedalactuators 240 and 242 affixed to a rudder bar (not shown), and/or anyother similar devices. Forces about yaw axis 7 may be generated throughuse of one or more control surfaces (e.g., vertical control surface 350and horizontal control surface 360) and/or the propulsive power sources(e.g., fore propulsion assembly 532, starboard propulsion assembly 533,port propulsion assembly 534, starboard thruster 541, and port thruster542). For example, during a combined control between power sources andcontrol surfaces, pivoting pedal actuators 240 and 242 may becommunicatively connected to computer 600 associated with LA 10.Computer 600 may further be communicatively connected to one or morevertical control surfaces associated with LA 10 and/or the propulsivepower sources configured to provide a thrust force for LA 10. Suchconnection may enable, for example, vertical control surface 350 to actsubstantially in tandem with starboard and port thrusters 541 and 542 tocause LA 10 to assume a desired yaw angle about yaw axis 7. Further,such connections may enable horizontal control surfaces 360 to operatesubstantially in tandem with starboard propulsion assembly 533 and portpropulsion assembly 534 to cause LA 10 to assume a desired pitch and/orroll angle about pitch axis 6 and/or roll axis 5, respectively.

In some embodiments, pivoting pedal actuators 240 and/or a rudder bar(not shown) may function as yaw control 241 by receiving an input froman operator indicative of a desired yaw angle (e.g., via pedaldeflection). Computer 600 may be configured to receive an output signalfrom pivoting pedal actuators 240 and 242 as a result of the operatorinput, and cause the vertical control surfaces and/or the propulsivepower sources to operate either independently or in tandem, such that LA10 substantially assumes the desired yaw angle.

LA 10 may further include a flight information display system fordisplaying various information associated with LA 10. According to someembodiments, the flight information display system may include a seriesof position sensors, which may be installed at various locations (e.g.,in hull 22 of LA 10). These sensors may be configured to sense variousparameters, such as for example, a position, velocity, and acceleration,among others associated with LA 10. These sensors may further generatean output corresponding to the sensed parameters. The flight informationdisplay system may be communicatively connected to computer 600 as shownin FIG. 7, which may include a processor. The processor may beconfigured to receive the sensor output and determine an attitudeassociated with LA 10 based on the sensor output. The processor may becommunicatively connected with an attitude indicator 250, such thatattitude indicator 250 may display attitude information associated withLA 10. For example, as shown in FIG. 6, which is a schematic, front-sideview of an exemplary attitude indicator 250, exemplary attitudeindicator 250 may be configured as a heads-up display (HUD) devicelocated in a position of gondola 35 such that an operator may easilymonitor various information associated with LA 10 without divertingattention from space in front of LA 10. For example, attitude indicator250 may be located on the top of navigation instruments 230 (FIG. 5C).In some embodiments, attitude indicator 250 may be substantiallytransparent and include a plurality of indicators (e.g., LEDs, lamps,etc.) configured to display various information related to flight of LA10, such as, an attitude of LA 10 and/or a velocity of LA 10, amongother things.

For example, as shown in FIG. 6, a first plurality of indicators 251-257may be arranged as a substantially straight line along a horizontalaxis, with a second plurality of indicators 258-260 and 261-263,arranged as a substantially straight line along a vertical axis, andintersecting at indicator 254, thereby forming a cross. Attitudeindicator 250 may be communicatively connected to computer 600, witheach indicator configured to indicate attitude associated with LA 10. Atleast one indicator of the first plurality of indicators and/or thesecond plurality of indicators may respond (e.g., light up) according tothe determination. The indicators may be arranged in any suitableconfiguration, which may provide an operator with an indication of theattitude of LA 10 and/or other information during maneuvers.

In some embodiments, indicator 254 at the center may be white, the nextindicator in any direction (i.e., indicators 253, 255 in the horizontaldirection, and indicators 260, 261 in the vertical direction) may begreen, the next indicator (i.e., indicators 252, 256 in the horizontaldirection, and indicators 259, 262 in the vertical direction) may beamber, and those at the extremes (i.e., indicators 251, 257 in thehorizontal direction, and indicators 258, 263 in the vertical direction)may be red. The colors are exemplary only. In such embodiments, while LA10 is in a neutral flight attitude (i.e., straight and level), only thecentral white indicator 254 may be illuminated. As the pitch angle of LA10 declines, for example, indicator 261 below the central indicator 254may light up in a green color. If the pitch continues to decline,indicator 262 may light up in an amber color. If the pitch anglecontinues declining, the final indicator 263 may light up in a redcolor. A similar arrangement of indicators may be set up for thepitch-up movement, the pitch-down movement, and port- and starboard-rollof LA 10. Alternatively, the indicators may actuate in an inversedirection from that previously described. For example, as a pitch angleof LA 10 decreases, indicator 260 may respond. As the pitch anglefurther decreases, indicators 259 and 258 may respond, indicating thatthe pitch of the aircraft has decreased to a predetermined amount. Oneof ordinary skill in the art will recognize that variations of thedescribed schemes are possible without departing from the spirit of thepresent disclosure.

Attitude indicator 250 may provide the operator with a general guideduring the flight. For example, it may allow the operator to keep hiseyes on the area surrounding LA 10 while, at the same time, beingconstantly updated with data concerning LA 10's attitude (e.g., pitchand roll angles).

According to some embodiments, propulsion assemblies 31 and controlsurfaces, among other things, may be controlled by computer 600. FIG. 7is a block diagram of an exemplary embodiment of a computer 600consistent with the present disclosure. For example, as shown in FIG. 7,computer 600 may include a processor 605, a disk 610, an input device615, an MFD 620, an optional external device 625, and/or interface 630.Computer 600 may include more or fewer components as desired. In thisexemplary embodiment, processor 605 includes a CPU 635, which isconnected to a random access memory (RAM) unit 640, a display memoryunit 645, a video interface controller (VIC) unit 650, and aninput/output (I/O) unit 655. The processor 605 may also include othercomponents.

In this exemplary embodiment, disk 610, input device 615, MFD 620,optional external device 625, and interface 630 may be connected toprocessor 605 via I/O unit 655. Further, disk 610 may contain datastructures and/or other information that may be processed by processor605 and displayed on MFD 620. Input device 615 may include mechanisms bywhich a user and/or system associated with LA 10 may access computer600. Optional external device 625 may allow computer 600 to manipulateother devices via control signals. For example, a fly-by-wire orfly-by-light system may be included, allowing control signals to be sentto optional external devices, including, for example, servo motorsassociated with propulsion unit mounts 430 and/or control surfacesassociated with horizontal and vertical stabilizing member 310 and 315.“Control signals,” as used herein, may mean any analog, digital, and/orsignals in other formats configured to cause operation of an elementrelated to LA 10 (e.g., a signal configured to cause operation of one ormore control surfaces associated with LA 10). “Fly-by-wire,” as usedherein, means a control system wherein control signals may be passed inelectronic form over an electrically conductive material (e.g., copperwire). According to some embodiments, such a system may include acomputer 600 between the operator controls and the final controlactuator or surface, which may modify the inputs of the operator inaccordance with predefined software programs. “Fly-by-light,” as usedherein, means a control system where control signals are transmittedsimilarly to fly-by-wire (i.e., including a computer 600), but whereinthe control signals may be transmitted via light over a light conductingmaterial (e.g., fiber optics).

According to some embodiments, interface 630 may allow computer 600 tosend and/or receive information other than by input device 615. Forexample, computer 600 may receive signals indicative of controlinformation from flight controls 720, a remote control, position sensorsassociated with LA 10, and/or any other suitable device. Computer 600may then process such commands and transmit appropriate control signalsto various systems associated with LA 10 (e.g., propulsion system 30,vertical and horizontal control surfaces 350 and 360, etc.). Computer600 may also receive weather and/or ambient condition information fromsensors associated with LA 10 (e.g., altimeters, navigation radios,pitot tubes, etc.) and utilize such information for generating controlsignals associated with operating LA 10 (e.g., signals related to trim,yaw, and/or other adjustments).

Consistent with the present disclosure, computer 600 may receive aninput related to a desired yaw angle from yaw control 241, joystick 213,or any other suitable input devices associated with LA 10. Computer 600may further receive a signal indicative of a desired modification to oneor more of the parameters associated with LA 10 (e.g., velocity, thrustvector, etc.), for example, from slider control 210. For example, thesignal may correspond to the offset of slider control 210 relative to aneutral position. In addition, computer 600 may also receive a pitchcontrol signal from collective pitch control 221, indicative of thedesired lift force.

According to some embodiments, computer 600 may include software, datastructures, and/or systems enabling other functionality. For example,computer 600 may include software allowing for automatic pilot controlof LA 10. Automatic pilot control may include any functions configuredto automatically maintain a preset course and/or perform othernavigation functions independent of an operator of LA 10 (e.g.,stabilizing LA 10, preventing undesirable maneuvers, automatic landing,etc.). For example, computer 600 may receive information from anoperator of LA 10 including a flight plan and/or destinationinformation. Computer 600 may use such information in conjunction withautopilot software for determining appropriate commands to propulsionunits and control surfaces for purposes of navigating LA 10 according tothe information provided.

Consistent with the present disclosure, computer 600 may also includesoftware allowing for flight control, based on signals received frominput devices associated with LA 10. For example, computer 600 mayinclude functions and data enabling receipt of a signal from yaw control241, determination of related values, and generation of a control signalconfigured to modify propulsion assemblies 31 and/or control surfaces,based on the desired yaw angle. An exemplary method for controlling yawwill be described in more detail in connection with FIG. 7. As anotherexample, computer 600 may also include software to perform parametercontrols associated with LA 10, based on the received offset signalassociated with slider control 210. An exemplary method for parametercontrol will be described in more detail in connection with FIG. 9. Inyet another example, computer 600 may include functions and datastructures configured to determine a desired lift force associated withLA 10 based on a received pitch control signal from collective pitchcontrol 221. An exemplary method for propeller pitch controlling will bedescribed in more detail in connection with FIG. 10. In yet anotherexample, computer and/or other components may be operably coupled toprocessor 605 via I/O unit 655. According to some embodiments, nocomputer may be used, or more than one computer may be used forredundancy. These configurations are merely exemplary, and otherimplementations will fall within the scope of the present disclosure.

FIG. 8 is a block diagram 900 depicting an exemplary method forcontrolling yaw associated with LA 10. As described above, an operatormay provide an input related to a desired yaw angle to be obtained by LA10 to computer 600 (step 905). Such an input may be provided via yawcontrol 241 (e.g., yaw pedal actuators 240), joystick 213, or any othersuitable method. Upon receiving information related to the desired yawangle (step 910), computer 600 may determine a current state of, amongothers, LA 10, propulsion assemblies 31, and controls surfaces (e.g.,vertical and horizontal control surfaces 350 and 360, respectively)(step 915). The current state may include a velocity of LA 10, propellerpitch of one or more propulsion assemblies 31 (e.g., starboard thruster541 and port thruster 542), and/or an angle associated with verticalcontrol surface 350. For example, computer 600 may determine thatstarboard thruster 541 and port thruster 542 are operating atsubstantially the same power output and at substantially the samepropeller pitch. Further computer 600 may determine that an angleassociated with vertical control surface is substantially zero. Based onthe yaw angle desired, computer 600 may generate a control signalconfigured to modify propulsion assemblies 31 (e.g., starboard thruster541 and port thruster 542) and/or control surfaces (e.g., verticalcontrol surface 350) (step 920). For example, computer 600 may utilize alookup table or other reference to determine values corresponding to thedesired yaw angle, and subsequently generate a signal configured tocause a modification to a propeller pitch and a power output associatedwith starboard thruster 541, such that a thrust vector associated withstarboard thruster 541 is substantially greater than that associatedwith port thruster 542. Further, computer 600 may generate a controlsignal configured to cause vertical control surface 350 to pivot to theleft. Computer 600 may transmit such signals via an electricaltransmission system, electro-mechanical transmission system, or othersuitable system (e.g., fly-by-light). Further, one of ordinary skill inthe art will recognize that computer 600 may generate a signalconfigured to operate any of the systems associated with LA 10 such thatthe desired yaw angle is achieved.

FIG. 9 is a block diagram 1000 depicting an exemplary method forcontrolling at least one parameter associated with LA 10. An operator ofLA 10 may utilize slider control 210 for providing an indication of adesired modification to one or more parameters associated with LA 10(step 1005). For example, an operator of LA 10 may desire greaterforward airspeed and may therefore slide slider control 210 forward of apredetermined neutral position, indicating a desire for additionalforward airspeed. Computer 600 may then determine the level of desiredmodification based on a signal from slider control 210 (step 1010). Forexample, where an operator slides slider control 210 to a position ashort distance from a predetermined neutral position, computer 600 maydetermine that the desired modification is proportionally small to theoffset of slider control 210 from the predetermined neutral position.Computer 600 may utilize a lookup table or other reference to determinevalues related to the offset and subsequently generate a control signalconfigured to cause a power output associated with starboard thruster541 and port thruster 542 to increase to a level determined to cause thedesired modification (step 1020). Upon receiving such a control signal,starboard and port thrusters 541 and 542, respectively, may respondsubstantially simultaneously to provide the desired power increase (step1025). As noted above, in addition to modifying the power output ofpropulsion assemblies 31, the control signal may also modify propellerpitch of power conversion units 415 associated with propulsionassemblies 31. One of ordinary skill in the art will recognize thatwhile the previous description concerned primarily propeller basedpropulsion assemblies, other propulsion assemblies are contemplated. Forexample, based on input to slider control 210, computer 600 may modifyoperational parameters of a jet gas-turbine engine or other suitablepropulsion assembly.

FIG. 10 is a block diagram 1100 depicting an exemplary method forcontrolling propeller pitch related to three or more propulsionassemblies associated with LA 10. An operator of LA 10 may actuatecollective pitch control 221 (e.g., using collective pitch lever 220) toindicate a desired lift force associated with LA 10 (step 1105). Forexample, an operator of LA 10 desiring a greater lift force associatedwith LA 10 may pull collective pitch lever 220 to cause collective pitchlever 220 to pivot in an upward direction. The operator may continue toactuate collective pitch lever 220 until the operator has determinedthat a desired lift has been achieved. In some embodiments, the operatormay subsequently lock collective pitch lever 220 once the desired lifthas been achieved via lock button 223 or other suitable method (e.g.,twist lock). As an operator actuates collective pitch control 221,computer 600 may determine a desired lift force based on the deflectionand/or other attribute associated with collective pitch lever 220 (step1110). For example, computer 600 may receive a signal indicating adeflection associated with collective pitch lever 220, and maysubsequently use a lookup table or other data structure for purposes ofdetermining values for a control signal. Upon determining the values,computer 600 may generate a control signal configured to cause propellerpitch and/or power source output for each of fore, starboard, and portpropulsion assemblies 532, 533, and 534 to substantially synchronize forpurposes of providing the desired lift force (i.e., thrust vector) (step1120). Note, such a thrust vector may be oriented to cause positive ornegative lift.

FIG. 11 is a block diagram 1200 depicting an exemplary method fordisplaying attitude information associated with LA 10. As noted above,LA 10 may include one or more position sensors configured to senseattitude of LA 10 (i.e., inclination of roll, pitch, and yaw axes 5, 6,7, respectively, of LA 10 relative to the ground), among other things.Computer 600 may receive such information from position sensors or othersuitable devices (step 1205). Based on such information, computer 600may determine an attitude associated with LA 10 (step 1210). Computer600 may then cause various indicators on attitude indicator 250 torespond (step 1220). For example, where the attitude associated with LA10 is determined to be substantially nose down, computer 600 may causeindicators 261, 262, and 263 to respond (e.g., light up). Further, ifthe attitude is both nose down and rolling to the left, computer 600 maycause indicators 253, 252, and 251 to respond (e.g., light up). One ofordinary skill in the art will recognize that numerous suchconfigurations are possible based on the determined attitude and thatthe description herein is intended as exemplary only.

Other embodiments of the invention will be apparent to those skilled inthe art from consideration of the specification and practice of theinvention disclosed herein. For example, LA 10 may include a platform orother cargo carrying structure configured to suspend communicationsequipment (e.g., satellite relay/receiver, cell tower, etc.) over aparticular location. Because LA 10 may utilize, for example, associatedcontrol surfaces, propulsion assemblies 31, and its oblate spheroidshape to remain suspended and substantially stationary over a givenlocation, LA 10 may operate as a communications outpost in desiredareas. Further, based on numerous characteristics of LA 10, otherfunctions, including, but not limited to, construction lifting,transportation (e.g., passenger carriage and/or tourism), satellitecommunications, display (e.g., advertising), recreation, military orother reconnaissance/surveillance (e.g., for border patrol), disasterrelief support, scientific studies, etc. may be performed utilizing LA10. Such functions may be performed by remotely controlling and/orutilizing manned flights of LA 10.

It is intended that the specification and examples be considered asexemplary only, with a true scope and spirit of the invention beingindicated by the following claims.

1. A system for controlling yaw associated with an airship, the systemcomprising: one or more vertical control surfaces associated with theairship; a first power source and a second power source, each configuredto provide a thrust associated with the airship; a yaw controlconfigured to receive an input indicative of a desired yaw angle; and acontroller communicatively connected to the yaw control, the one or morevertical control surfaces, and the first and second power sources,wherein the controller is configured to: receive an output signal fromthe yaw control corresponding to the desired yaw angle; and generate acontrol signal configured to modify a state associated with at least oneof the one or more vertical control surfaces, the first power source,and the second power source, such that the airship substantially attainsthe desired yaw angle.
 2. The system of claim 1, wherein the yaw controlcomprises a pivoting pedal actuator.
 3. The system of claim 2, whereinthe yaw control comprises two pivoting pedal actuators located at aposition in a gondola associated with the airship so as to be accessibleby the feet of an operator.
 4. The system of claim 1, wherein the one ormore vertical control surfaces comprises a rudder.
 5. The system ofclaim 4, wherein the rudder is operably coupled to an empennageassociated with the airship.
 6. The system of claim 5, wherein therudder is configured to pivot in a right direction or a left directionrelative to a centerline of the airship.
 7. The system of claim 6,wherein the control signal is configured to cause the rudder to pivot inthe left direction.
 8. The system of claim 6, wherein the control signalis configured to cause the rudder to pivot in the right direction. 9.The system of claim 1, wherein the first power source is located at aposition 120 degrees from the nose of the airship, and a second powersource is located at a position negative 120 degrees from the nose ofthe airship.
 10. The system of claim 1, wherein the control signal isconfigured to increase the thrust from the first power source and reducethe thrust from the second power source.
 11. The system of claim 1,wherein the control signal is configured to increase the thrust from thesecond power source and reduce the thrust from the first power source.12. The system of claim 1, wherein the controller is further configuredto: receive information indicative of current characteristics related tothe current flight of the airship; comparing the current characteristicswith a predetermined set of preferred characteristics; and automaticallygenerating the control signal based on the comparison.
 13. A method forcontrolling yaw associated with an airship including a first powersource, a second power source, and a vertical control surface, themethod comprising: receiving, from a yaw control, a signal indicative ofa desired yaw angle for the airship; determining an operational stateassociated with the first power source, the second power source, and thevertical control surface; and modifying the operational state associatedwith the first power source, the second power source, and the verticalcontrol surface to cause the airship to attain the desired yaw angle.14. The method of claim 13, further comprising actuating one or morepedals associated with the yaw control to indicate the desired yawangle.
 15. The method of claim 13, wherein the modifying comprisesproviding a control signal based on the operational state associatedwith the first power source, the second power source, and the verticalcontrol surface, and the desired yaw angle.
 16. The method of claim 15,wherein the modifying the operational state associated with the verticalcontrol surface comprises pivoting a rudder.
 17. The method of claim 16,wherein the pivoting is performed in relation to an empennage associatedwith the airship.
 18. The method of claim 17, wherein the pivoting isperformed in a right direction or a left direction relative to acenterline of the airship, based on the desired yaw angle.
 19. Themethod of claim 18, wherein the control signal is configured to causethe rudder to pivot in the left direction.
 20. The method of claim 18,wherein the control signal is configured to cause the rudder to pivot inthe right direction.
 21. The method of claim 13, wherein the modifyingfurther comprises modifying a thrust associated with the first powersource and modifying a thrust associated with the second power source.22. The method of claim 21, wherein the modifying includes increasingthe thrust from the first power source and reducing the thrust from thesecond power source.
 23. The method of claim 21, wherein the includesincreasing the thrust from the second power source and reducing thethrust from the first power source.
 24. The method of claim 13, furthercomprising: receiving information indicative of a current characteristicrelated to a current flight of the airship; comparing the currentcharacteristics with a predetermined set of preferred characteristics;and automatically generating a control signal based on the comparison.25. A system for controlling yaw associated with a lenticular airshipdefining a nose and a periphery, the system comprising: a verticalcontrol surface associated with an empennage of the lenticular airship;a first power source located on the periphery of the lenticular airshipat a position 120 degrees from the nose and configured to provide athrust associated with the airship; a second power source located on theperiphery of the lenticular airship at a position negative 120 degreesfrom the nose and configured to provide a thrust associated with thelenticular airship; a pedal actuated yaw control configured to receivean input indicative of a desired yaw angle; and a controllercommunicatively connected to the yaw control, the vertical controlsurface, and the first and second power sources, wherein the controlleris configured to, receive an output signal from the yaw controlcorresponding to the desired yaw angle; and generate a control signalconfigured to modify a state associated with the vertical controlsurface, the first power source, and the second power source, such thatthe lenticular airship substantially attains the desired yaw angle. 26.A system for controlling a flight parameter associated with an airship,the system comprising: a frame; a support structure slidably mounted tothe frame and configured to provide support to an airship control and aslider output signal indicative of an offset of the support structurefrom a predetermined neutral position of the frame; and a processorcommunicatively connected to the frame, the support structure, and theairship control, and configured to receive the slider output signal,wherein the processor is configured to generate a control signal formodifying the flight parameter based on the slider output signal. 27.The system of claim 26, wherein the flight parameter comprises avelocity of the airship.
 28. The system of claim 26, wherein the controlsignal causes a modification to at least one of a propeller pitch and apower source output associated with a power source.
 29. The system ofclaim 26, wherein sliding of the support structure to a positionrearward of the predetermined neutral position causes a generation of areverse thrust from the power source.
 30. The system of claim 29,wherein a force associated with the reverse thrust is proportional to adistance between the position and the predetermined neutral position.31. The system of claim 26, wherein sliding of the support structure toa position forward of the predetermined neutral position causes ageneration of a forward thrust force from the power source.
 32. Thesystem of claim 31, wherein a force associated with the forward thrustis proportional to a distance between the position and the predeterminedneutral position.
 33. The system of claim 26, wherein the airshipcontrol comprises a hand-operated joystick communicatively connected tothe processor.
 34. The system of claim 33, wherein the joystick isconfigured to provide a second output to the processor, independent ofthe slider output signal.
 35. The system of claim 34, wherein theprocessor is configured to receive the second output.
 36. The system ofclaim 35, wherein the processor is further configured to provide asecond control signal for modifying a second flight parameter.
 37. Thesystem of claim 36, wherein the second flight parameter comprises atleast one of a pitch parameter associated with the airship and a rollparameter associated with the airship.
 38. The system of claim 37,wherein the second control signal is configured to modify at least oneof a vertical control surface associated with the airship and ahorizontal control surface associated with the airship.
 39. The systemof claim 26, wherein the support structure and frame are located in agondola associated with the airship such that the support structurefunctions as an arm rest for an operator of the airship.
 40. A methodfor controlling at least one parameter associated with an airship, themethod comprising: sliding a support structure upon a frame, the supportstructure being configured to provide a slider output signal indicativeof an offset of the support structure from a predetermined neutralposition; receiving the slider output signal at a controller; andgenerating a control signal based on the slider output signal; andmodifying a flight parameter associated with the airship via the controlsignal.
 41. The method of claim 40, wherein the flight parametercomprises a velocity associated with the airship.
 42. The method ofclaim 41, wherein modifying a flight parameter comprises modifying atleast one of a propeller pitch and a power source output associated witha power source.
 43. The method of claim 42, wherein the sliding of asupport structure comprises sliding the support structure to a positionrearward of the predetermined neutral position and causing a generationof a reverse thrust from the power source.
 44. The method of claim 43,wherein a force associated with the reverse thrust is proportional to adistance between the position and the predetermined neutral position.45. The method of claim 42, wherein the sliding of the support structurecomprises sliding the support structure to a position forward of thepredetermined neutral position and causing a generation of a forwardthrust force from the power source.
 46. The method of claim 45, whereina force associated with the forward thrust is proportional to a distancebetween the position and the predetermined neutral position.
 47. Themethod of claim 40, wherein the support structure comprises a controlcomprising a hand operated joystick control, and sliding the supportstructure comprises sliding the control.
 48. The method of claim 47,further comprising: providing a second output to the processor,independent of the slider output signal; generating a second controlsignal, based on the second output; and modifying a second flightparameter based on the second control.
 49. The method of claim 48,wherein modifying the second flight parameter comprises modifying atleast one of a pitch parameter associated with the airship and a rollparameter associated with the airship.
 50. The method of claim 49,wherein modifying a second flight parameter comprises modifying at leastone of a vertical control surface associated with the airship and ahorizontal control surface associated with the airship.
 51. A system forcontrolling a propeller pitch associated with each of three or morepropulsion assemblies associated with an airship, the system comprising:a control configured to receive an input from an operator indicative ofa desired lift force; and a processor configured to receive a signalindicative of the desired lift force from the control and generate anoutput signal for causing a substantially similar modification tooperation of each of the three or more propulsion assemblies, such thatthe desired lift force is substantially applied to the airship.
 52. Thesystem of claim 51, wherein the modification to operation of the threeor more propulsion assemblies comprises a change in a propeller pitch.53. The system of claim 51, wherein the modification to operation of thethree or more propulsion assemblies comprises a change in power output.54. The system of claim 51, wherein the processor is configured togenerate the output signal such that a thrust force associated with thethree or more propulsion assemblies is substantially synchronized. 55.The system of claim 51, wherein the control comprises a lever locatedwithin a gondola associated with the airship.
 56. The system of claim55, wherein the lever is pivotally connected in the gondola.
 57. Thesystem of claim 55, wherein the lever comprises a locking mechanismconfigured to hold the lever in a desired position.
 58. The system ofclaim 51, wherein the processor is further configured to automaticallymodify the control signal based on an ambient condition and the desiredlift force.
 59. The system of claim 58, wherein the ambient conditioncomprises at least one of ambient temperature, ambient wind speed, andatmospheric density at an airship altitude.
 60. The system of claim 55,wherein the desired lift force is proportional to the offset of thelever from a rest position.
 61. The system of claim 55, wherein thecontrol comprises a second lever located within the gondola.
 62. Thesystem of claim 61, wherein the first lever is located at a firstoperator position and the second lever is located at a second operatorposition distinct from the first operator position.
 63. A method forcontrolling propeller pitch related to three or more propulsionassemblies associated with an airship, the method comprising: receivingan input from an operator indicative of a desired lift force; andmodifying operation of the three or more propulsion assemblies, suchthat the desired lift force is substantially applied to the airship. 64.The method of claim 63, wherein modifying operation of the three or morepropulsion assemblies comprises a change in a propeller pitch.
 65. Themethod of claim 63, wherein modifying operation of the three or morepropulsion assemblies comprises a change in power output.
 66. The methodof claim 63, further comprising substantially synchronizing a thrustforce associated with the three or more propulsion assemblies.
 67. Themethod of claim 63, further comprising actuating a lever within agondola associated with the airship to indicate the desired lift force.68. The method of claim 67, wherein actuating the lever comprisespivoting the lever.
 69. The method of claim 68, further comprisingactivating a locking mechanism associated with the lever configured tohold the lever in a desired position.
 70. The method of claim 69,further comprising automatically modifying the control signal based onan ambient condition and the desired lift force.
 71. The method of claim70, wherein the ambient condition comprises at least one of ambienttemperature, ambient wind speed, and atmospheric density at an airshipaltitude.
 72. The method of claim 67, wherein pivoting the lever causesan offset associated with the lever from an at rest position, andwherein the desired lift force is proportional to the offset of thelever from the at rest position.
 73. The method of claim 67, whereinactuating a lever comprises pivoting a second lever located within thegondola.
 74. A system for controlling a lift force associated with anairship, the system comprising: three propulsion assemblies, each of thepropulsion assemblies including a variable pitch propeller; a controlconfigured to receive an input from an operator indicative of a desiredlift force; and a processor communicatively connected to the threepropulsion assemblies and the control, wherein the processor isconfigured to: receive a signal indicative of the desired lift forcefrom the control; and transmit a control signal to the three propulsionassemblies configured to cause each of the three propulsion assembliesto produce a substantially similar thrust vector.
 75. The system ofclaim 74, wherein the control signal is configured to modify a pitchassociated with the variable pitch propeller.
 76. A system fordisplaying attitude information associated with an airship, the systemcomprising: a first plurality of indicators arranged along a horizontalaxis; a second plurality of indicators arranged along a vertical axis,and a processor configured to: determine an attitude associated with theairship; and cause at least one indicator of the first plurality ofindicators or the second plurality of indicators to respond based on theattitude.
 77. The system of claim 76, wherein the first and secondplurality of indicators comprise light emitting diodes.
 78. The systemof claim 77, wherein the response comprises lighting at least one of thelight emitting diodes.
 79. The system of claim 76, further comprising aposition sensor configured to sense a position associated with theairship and provide a signal indicative of the airship position to theprocessor.
 80. The system of claim 79, wherein the processor isconfigured to determine the attitude based on the signal.
 81. The systemof claim 76, wherein the attitude comprises a pitch angle and a rollangle.
 82. The system of claim 76, wherein the first plurality ofindicators is configured to display a representation of a roll angleassociated with the airship.
 83. The system of claim 76, wherein thesecond plurality of indicators is configured to display a representationof a pitch angle associated with the airship.
 84. The system of claim76, wherein the vertical axis crosses the horizontal axis at anintersection, and the system further comprises a centered indicator atthe intersection having a color distinct from any other indicatorsassociated with the first plurality of indicators and the secondplurality of indicators.
 85. The system of claim 84, wherein thecentered indicator has a white color, and the other indicatorsassociated with the first plurality of indicators and the secondplurality of indicators have one of a green color, amber color and/orred color.
 86. The system of claim 76, wherein the first plurality ofindicators and the second plurality of indicators are arranged on asubstantially transparent material forming a display.
 87. The system ofclaim 86, wherein the display is positioned within a gondola associatedwith the airship so as to be in a line-of-site of an operator.
 88. Thesystem of claim 86, wherein the display is positioned on top of aninstrument cluster in the gondola.
 89. The system of claim 82, whereinthe system is configured to form a heads-up display.
 90. A method fordisplaying attitude information associated with an airship, the methodcomprising: receiving a signal indicative of an attitude associated withthe airship; determining an attitude associated with the airship basedon the signal; and causing at least one indicator of a first pluralityof indicators and a second plurality of indicators to respond accordingto the attitude.
 91. The method of claim 90, wherein the first pluralityof indicators is arranged substantially along a horizontal axis and thesecond plurality of indicators is arranged substantially along avertical axis, the vertical axis crossing the horizontal axis at anintersection.
 92. The method of claim 90, wherein the first and secondplurality of indicators comprise light emitting diodes.
 93. The methodof claim 92, wherein the causing of at least one indicator of a firstplurality of indicators and a second plurality of indicators to respondaccording to the attitude comprises lighting at least one of the lightemitting diodes.
 94. The method of claim 90, wherein the attitudecomprises a pitch angle and a roll angle.
 95. The method of claim 94,wherein the causing of at least one indicator of a first plurality ofindicators and a second plurality of indicators to respond according tothe attitude comprises lighting at least one of the light emittingdiodes of the first plurality of indicators to display a representationof the roll angle.
 96. The method of claim 94, wherein the causing of atleast one indicator of a first plurality of indicators and a secondplurality of indicators to respond according to the attitude compriseslighting at least one of the light emitting diodes of the firstplurality of indicators to display a representation of the pitch angle.97. The method of claim 94, wherein a centered indicator at theintersection of the first plurality of indicators and the secondplurality of indicators has a white color, and other indicatorsassociated with the first plurality of indicators and the secondplurality of indicators have one of a green color, amber color, and/orred color progressing in a direction away from the centered indicator.98. The method of claim 90, wherein the first plurality of indicatorsand the second plurality of indicators are arranged on a substantiallytransparent material forming a display.
 99. The method of claim 91,further comprising causing only a centered indicator at the intersectionof the first plurality of indicators and the second plurality ofindicators, to respond when a pitch angle and a roll angle associatedwith the airship are substantially equal to zero.
 100. A system fordisplaying attitude information associated with an airship, the systemcomprising: a sensor configured to sense an attitude associated with theairship and generate a corresponding sensor output; a substantiallytransparent display; a first plurality of indicators arranged along ahorizontal axis of the display; a second plurality of indicatorsarranged along a vertical axis of the display; and a processorconfigured to: determine an attitude associated with the airship basedon the sensor output; and cause at least one indicator of the firstplurality of indicators or the second plurality of indicators to lightaccording to the attitude.